Electropneumatic train control.



M. V. MURPHY & S. B. BAKER.

ELEOTROPNEUMATIO TRAIN CONTROL;

APPLICATION FILED AUG. 9, 1912.

1 ,1 14.630. Patented 001;. 20, 1914.

N A a v l 6 /9 3 Q6 /3 V6 Marti/1V w bhy Wflmemo famuelli'liaher THE NORRIS PETERS CO PHOTO-LIi'I-il. WASHINGTON. Dv c UNITED STATES PATENT ouiuon.

MAii'r Ii-i v, MURrHY, or BALTIMORE, AND SAMUEL E. BAKER, or BALTnvtoR-E COUNTY,

MARYLAND.

ELECTROPNEUMATIC TRAIN CONTROL.

Specification of Letters Patent.

Application filed August 9, 1912. Serial No. 714,303.

To all whom it may concern Be it known that we, MARTIN V. MURPHY and SAMUEL E. BAKER, citizens of the United States, residing at Baltimore city, Maryland, and Baltimore county, Maryland, re spectively, have invented new and useful Improvements in Electropneumatic Train Control, of which the following is a specification.

This invention relates to electro-pneumatic train controls, the object in view being to provide means for bleeding the train line on any particular car, said means being controlled by a signal controlling circuit, thereby preventing a train from proceeding beyond a danger signal, the means operating automatically without any attention whatever on the part of the engineer or other trainman.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts, as will be hereinafter more fully described,

I illustrated inthe accompanying drawing, a 25 and pointed out in the claim hereunto appended.

The accompanying drawing represents in diagram the control system of this invention.

1 designates a railway track, the rails on one side of which are separated by insulating blocks 2, as shown.

3 and 4 designate the trucks of a car, the body of which is represented at 5.

6 designates the main air train line, to

, one end of which the usual air hose 7 is shown connected. At a suitable point under the car, there is arranged a branch pipe 8 which is placed in constant communication with the main line pipe 6 by means of a connection 9.

At one end, the pipe 8is provided with an angle cook 10 for opening up said pipe to the atmosphere, while arranged in line with the lever of the angle cock is a piston rod 11 which is connected to a piston 12 movable back and forth in a piston chamber 13, air being fed to the chamber 13 by meansof a supply pipe 14 which communicates with one end of the pipe 8, as shown. The piston 12 and the rod 11 are normally held back or away from the lever of the angle cock by means of a coiled spring 15 arranged in thechamber 13. This cham her is also provided with a release cook 16,

While the pipe 14 is provided with a cut out cock 17. At the point where the pipes 8 and 14 connect, there is arranged a needle valve 18 held normally seated in the needle valve hole by means of a backing spring 19. 20 designates a signal stand, having. the usual pivoted signal 21 which operates a circuit closer 22. From this circuit closer, a track circuit wire 23 leads to one of the rails 1, from which the current passes through the truck 4 to a wire 24 which leads to an electro-magnet 25. Another wire 26 leads from the magnet to the truck 3 and through the track to the rail 1, and thence through wire 27 back to the circuit closer.

Arranged opposite the electro-magnet 25 is an armature 28 which controls the local circuit of the car. The armature 28 is pivotally mounted at 29, so asto swing toward the magnet 25, and the'free end thereof is adapted to be held beneath a movable catch 30 backed up by a spring 31, so as to maintain the car carried circuit in a closed condition, until released or opened to allow the train to proceed. From the armature 28, a wire 32 leads through a battery 33 to an electro-magnet 34, another wire. 35 leading back to the catch 30. The core of the mag net 34 is arranged in line with the stem of the needle valve, as shown, so as to act thereon when said magnet is energized.

From theforegoing description, taken in connection with the accompanying drawings, it will now be understood that when the train reaches the position illustrated in the accompanying drawing, the track circuit will be closed, in case the signal stands at danger and the armature 28 will be attracted toward the magnet 25, thereby closing the local circuit on the car, and causing the magnet 34 to act on the needle valve, opening the latter and allowing the air to pass from the main train line into the pipe 8 and thence into the pipe 14 to the chamber 13, whereit acts on the piston 12, causing the rod 11 to work against the lever of the angle cock, opening the latter and bleeding the train line, the result being that the brakes are automatically applied, without any attention on the part of the engineer or attendant.

If the apparatus is not needed in action, it may be closed by means of the cut out cock 17, and when it is desired to restore the parts to their normal position for further work,

air is released from the chamber 13 by, means 110 s ofthe cock 16, the angle cock being then returned to its closed position.

What is claimed is:

An electro-pneumatic train control, embodying a main pipe section, an angle cock at one end of said section, a valved outlet at the opposite end of said section, a second pipe section arranged in approximate par allelism with the main pipe section, the valved outlet from the main pipe section leading into the second pipe section adjacent one end of the latter, a piston chamber arranged at one end of and open to the second pipe section, a piston in said chamber, a connection between the piston and angle cock, electrically operated means for controlling said valved outlet, and a single pipe connection between the train line and the main pipe section, said connection leading into the main section intermediate the valved outlet and fiopies or this patent ma be obtained for five cents each, by addressing the Gommissioner of Patents.

Washington, I). G. 

